Truss-frame for cars.



No. 809,974. PATENTED JAN. 16, 1906.

. W. R. MOKEEN, JR.

TRUSS FRAME FOR CARS.

APPLICATION FILED MAY 19, 1905.

3 SHEETSSHBET l.

Witness PATENTEDJAN. 16, 1906.

W. R. McKEEN, JR, muss FRAME FOROARS.

APPLICATION FILED MAY 19 1905.

3 SHEETS SHEBT 2.

Q/zwfg ENToR WYTNESSES:

No. 809.974. PATENTED JAN. 16, 1906. W. R. MGKEEN, JR.

TRUSS FRAMEFOR CARS. APPLICATION FILED MAYIQ. 1905.

3 SHEETS-SHEET}.

\YILLIAM R. MoKEEN, JR, OF OMAHA, NEBRASKA.

TRUSS-FRAIVIE FOR CARS.

Specification of Letters Patent.

Patented Jan. 16, 1906.

Application filed May 19,1905. Serial No. 261,267.

To (all 1071/0771, [7? may concern:

Be it known that I, WILLIAM R. McKnEN, Jr., a citizen of the United States, residing at Omaha, in the county of Douglas and State of Nebraska, have invented certain new and useful Improvements in Truss-Frames for Cars; and I do hereby declare the following to be a full, clear, and eXact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to car construction. One of the objects thereof is to provide a rigid compact unitary frame or skeleton-for car-bodies adapted to preserve its integrity and form under the severe conditions to which such structures are exposed in use.

Another object is to provide practical means in connection with a car frame whereby doors or other openings are formed so as to be most convenient and efficient in use and without weakening the structure.

Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements, and arrangement of parts, which will be exemplified in the structure hereinafter described, and the scope of the application of which will be indicated in thefollowing claims.

In the accompanying drawings, wherein is shown one of various possible embodiments of my invention, Figure 1 is a side elevation of the same. Fig. 2 is a floor plan thereof. Fig. 3 is a cross-section taken through Fig. 1, showing the parts on a slightly-larger scale. Fig. 4 is a plan of the parts shown in Fig. 3. Fig. 5 is an elevation of certain parts shown in Fig. 1, the same appearing on a larger scale.

Similar reference characters refer to similar parts throughout the several views of the drawings.

In order to render clearer certain of the several features of my invention, it may be noted that thelongitudinal stresses applied to the lower portion of a car-frame are in general the most severe to which such structures are subjected in the course of ordinary use, and the shocks and jars thus transmitted to the lower portion of the framework have on account of the inertia of the upper parts thereof a tendency to rack and wrench the frame. Moreover, on account of the relatively light superstructure, which is usually mounted upon the sill of a car-body, if the sills of two contiguous cars are thrown out of alinement, as in case of an accident, the platform of the upper .car has a tendency to shear away the superstructure of the car into which it is driven. It may also be noted. that I have found that if the the sill be cut transversely, as for the insertion of doors, the total strength of the car-frame is materially rcduced. The above and other defects are obviated and many positive advantages attained in constructions of the nature of that hereinafter described.

Referring now to Fig. 1 of the accompanying drawings, there is shown continuous a sill 1 and an upper member or side plate 2, these members being integrally curved at their ends and flattened, as shown at 3 and 4, respectively. It may here be noted that the word continuous is herein used in a broad sense as descriptive of a quality by virtue of which the member described is formed in a single piece or in a number of pieces joined so as to constitute, in effect, an integral member. The floor-frame is stiffened by the insertion of a number of longitudinal beams or sills 5, which are stretched between the curved ends of the sill 1, as is best shown in Fig. 2 of the drawings, the central sills being preferably formed of I-beams and the lateral sills, as well as the main or belt sill 1, of channel iron, as shown in Fig. 3.

Stretched between the flattened portions 4 of sill 1 is a longitudinal rib 6, extending throughout the entire length of the car. This rib passes over the side plate 2 and is se cured thereto also, thus aiding in holding these members in a fixed relative position.

A plurality of auxiliary braces orribs 7 are preferably secured to the plate 2 and are arched inwardly toward the rib 6, as shown in Fig. 4 of the drawings.

Throughout the entire length of the car a number of vertical posts or studs 8 are provided, each of said studs being arched over the car, as shown at 9, and secured to the sill upon each side thereof, thus forming, in ef.

fect, transverse ribs which, with the rib 6 and side plate 2, comprise a complete and unitary structure adapted upon receiving a shock or jar at any point thereof to transmit the same throughout the whole frame without deforming, displacing, or loosening any of the component members.

A pair of vertical studs 10 may be provided at each end of the car, the same adding to the stiffness thereof and forming a doorframe, if it be desired to position a door at this point. If a door be formed between the studs, the rib 6 is cut away between the plate 2 and the sill 1. In my preferred construction, however, I provide for a door within the side of the car by means of the construction set forth most clearly in Fig. 5, to which reference is now made. The sill 1 is formed with a dropped or depressed portion 11, within which is fitted a door casing or frame 12, steps being provided leading inwardly from tlis frame, as shown in the drawings. Frame 12 is braced upon each side by means of the members 13, each of which is secured to side plate 2 and sill 1 at its extremities and is inclined from each of these points of attachment toward the frame, to which it is secured, as shown at 14. The upper portion of the frame is rigidly tied to the upper plate 2 by means of a bracket 15 and inclined braces 16, as shown in the drawings. The structure, moreover, is stiffened and strengthened by an outer'sheet or plate 17, secured to both the sill 1 and the plate 2 and'extending entirely about the door. This plate is preferably made of sheet metal and on account of its large dimensions and its disposition with re lation to the frame members contributes ma terially to the rigidity of the structure. A truss-rod 18 is secured to the sill 1 upon each side ofthe dropped portion 1 1 and is stretched beneath the same, thus stiffening this part of the frame.

On account of the number, shape, and dis; position of the connecting members between the sill 1 and the side plate 2 it will be seen that the entire framework when in use is adapted to act as a unit and transmit all stresses uniformly throughout the same. This action is rendered more efficient by means of the door construction, which not only does not detract from the strength of the car-frame, but, on the contrary, renders it better able to preserve its form under all conditions of normal use and in the face of the contingencies whichsometimes arise in the use of structures of the nature of those with which this invention deals.

It will thus be seen that I have provided a light rigid structure in which the several objects of my invention are fully attained. It will also be seen that a car-frame is provided in which, while convenience and appearance are not sacrificed, the continuity o the sill, which I have found to be of marked importance in constructions of this nature, is unbroken. It will also be seen that the above construction is of a simple non-complicated nature, and on account of this simplicity and economical and efficient disposition of material the first cost and cost of maintenance are reduced to a minimum.

In the illustrative embodiment described each memberis of such shape and dimensions as to be adapted to withstand all stresses to which it is exposed, and each member is so arranged with reference to the others as to receive the principal stresses imposed thereon in the direction in which it is best adapted to bear themnamely, in the form of compression or tension rather than bending. Thus the entire framework is well adapted to withstand the trying conditions incident to the use of structures of its kind.

As many changes could be made in the above construction and many apparently widely-different embodiments of my invention could be made without departing from the scope thereof, I intend that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense. I desire it also to be understood that the language used in the following claims is intended to cover all of the generic and specific features of the invention herein described and all statements of the scope of the invention which as a matter of language might be said to fall therebetween.

Certain features herein shown and described are shown, described, and claimed in my copending case, Serial No. 261,058, filed May 18, 1905, and accordingly are not claimed herein.

I-Iaving described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a car-frame, in combination, a continuous sill extending entirely about the lower portion thereof, a plurality of continuous longitudinal and cross members each of which is secured to said sill at two points and extends upwardly from one of said points across the car and thence downwardly to the other thereof and a longitudinal sill stretched directly between and secured to the ends of said first-mentioned sill said continuous sill comprising integral portions extending entirely about each end of the car-frame.

2. In a car-frame, in combination, a continuous sill extending entirely about the lower portion thereof, a continuous member substantially parallel to said sill and extending entirely about the upper portion of the car, a plurality of cross members each of which is secured to said sill at two points and extends upwardly adjacent said upper member from one of said points, across the car and thence downwardly to the other of said points and a longitudinal sill stretched directly between and secured to the ends of said firstmentioned sill, said side plate being rigidly secured to each of said cross members and be ing adapted to hold the same in fixed relative position.

3. In a car-frame, in combination, a sill, a plurality of cross members each of which is secured to said sill at two points and extends upwardly from one of said points, across the car and thence downwardly to the other of said points, a longitudinal member secured to said sill at each end thereof extending upwardly from said ends and throughout the length of the car, said longitudinal member resting outside and adjacent to said cross members and a rigid continuous member extending entirely about the upper portion of the frame and rigidly secured to said longitudinal and said cross members and adapted to maintain the same in fixed relative position.

4. In a car-frame, in combination, a continuous sill extending entirely about the lower portion thereof, a plurality of substantially straight members within said sill extending from one end to the other thereof, a plurality of continuous members each of which is secured to said sill at two points and extends upwardly from one of said points, across the car and thence downwardly to the other of said points and a rigid continuous member extending entirely about the upper portion of the frame and secured to each of said continuous members and adapted to hold the same in fixed relative position.

5. In a car-frame, in combination, an integral sill extending entirely about the lower portion thereof, and a plurality of substantially straight longitudinal members positioned within and stretched directly between the ends thereof.

6. In a carframe,- in combination, a sill curved about one end of the car, an upper member substantially parallel to said sill curved about said end, a cross member secured to said sill at two points and extending upwardly from one of said points, arched across the car, and thence downwardly to the other of said points, a longitudinal member secured to said sill adjacent the end thereof and extending upwardly and arched toward the center of the car, said longitudinal member passing adjacent said upper member and said cross member, and an arched brace extending from said upper member to said longitudinal member, said arched brace lying in a plane inclined with respect to that of said longitudinal member.

7. In a car-frame, in combination, an integral sill having a portion dropped below the main portion thereof, and a truss-rod secured to said sill at each side of said depressed portion and stretched under and in engagement with the same.

8. In a car-frame, in combination, upper and lower members, said lower member having a portion depressed below the main portion thereof, and a sheet provided with an opening, said sheet being secured to said upper member and to said lower member adjacent the depressed portion thereof.

9. In a carframe, in combination, a sill having a portion depressed below the main portion thereof, an upper side plate, a doorframe fitted within said depressed portion of said sill, and braces, each of which is secured to said door-frame and extends upwardly and downwardly therefrom to said side plate and said sill respectively.

1.0. In a car-frame, in combination, a sill having a portion depressed below the main portion thereof, a side plate, a door-frame fitted within said depressed portion of said sill, a pair of braces secured to said frame each of which extends upwardly and downwardly therefrom and is connected with said side plate and. said sill respectively, and means connecting the upper portion of said frame with said side plate.

11. In a car-frame, in combination, a sill having a rectangular portion depressed below the main portion thereof, a side plate, a door-frame fitting said depressed portion, a pair of braces each of which is secured at its central portion to one side of said. doorframe and extends therefrom upwardly and downwardly to said side plate and said sill, a pair of braces from the upper portion of said frame to said upper side plate, and a member interposed between and secured to the top of said frame and said side plate.

12. In a car-frame, in combination,'a continuous sill extending entirely about the lower portion thereof, said sill being provided with a portion depressed below the main portion thereof, a continuous upper member extending about the car, a plura ity of continuous members each of which is secured to said sill at two points and extends upwardly from one of said points, across the car and thence downwardly to the other point of attachment, a doorframe secured within the depressed portion of said sill, and means connecting said frame with said upper member.

13. In a car-frame, in combination, a Slll, a side plate, a plurality of continuous members each of wnich is secured to said sill at two points and extends upwardly from one of said points, across the car and thence downwardly to the other of said points, said sill being provided with a portion depressed below the main portion thereof, a doorframe within said depressed portion, and means connecting said door-frame with said side plate.

14. In a car -frame, in combination, a continuous sill extending entirely about the lower portion of the car and curved around it at the ends thereof, a continuous upper member extending entirely about the upper portion of said car substantially parallel to said sill, continuous longitudinal and cross members each of which is secured to said sill at two points and extends upwardly from one of said points, is arched across the car and thence extends downwardly to the other of said points, said longitudinal member passing adacent said upper member and said cross members and said sill being pro- ICC vided with a portion depressed below the main portion thereof, a door-frame fitting within said depressed ortion of said sill, a pair of braces each 0 which is secured to said door-frame at the sides thereof and extends upwardly and downwardly from said frame to said upper member and said sill respectively, and means connecting the upper ortion of said frame with said upper mem- 61.

15. In a'car-frame, a sill and an upper side plate extending about one end of the frame, a longitudinal rib secured to said sill at the front of said frame and extending upwardly adjacent said side plate and thence rearwardly and curved ribs or braces inclined to the plane of said longitudinal rib and connecting the same With said side plate.

16. In a car-frame, the combination of a floor-sill formed of a continuous belt, a roofplate also formed of a continuous belt, intermediate longitudinal lower sills extending throughout the length of and connecting the round end portions of the belt-sill, a longitudinal rib connecting the rounded end portions of the belt roof-late, and transverse roof-ribs and vertica side studs, each of said roof-ribs being formed integral with and continuous of a side stud on each side of the frame, said plate being secured to each of said vertical side studs-and being adapted to maintain the same in fixed relative position.

17. In a car-frame, the combination of a continuous sill formed with a depression intermediate its length, a door-frame fitted in said depression, a roof-plate above said doorframe and diagonal braces connecting the sides of said door-frame with said sill and with said roof-plate.

18. In a car-frame, the combination with upper and lower members, of a door-frame interposed therebetween, a continuous brace at each side of said door-frame connecting the same with said up er and lower members, inverted substantially U-shaped brace connecting the upper end of said door-frame with said upper member and diagonal braces connecting the corners of said door-frame with said upper plate.

19. In a car-frame, the combination of an integral sill formed with a depression intermediate its length, a door-frame mounted therein, and a truss-rod engaging said depression as a strut.

v21. In a car-frame in combination an up per side plate, a sill, said sill having a portion depressed below the main portion thereof, a rigid metallic frame fitted within and embraced by said depressed portion of said sill and means rigidly connecting the upper portion of said frame with said side plate.

22. In a car-frame in combination, an integral side sill formed with a substantially U-shaped drop intermediate its ends and a rigid metallic door-frame secured within and embraced by said dropped portion of said sill, said frame being positioned substantially Within the plane of said sill.

23. I11 a car-frame in combination a side sill having an integral portion depressed below the main portion of said sill and a rigid door-frame fitted Within and embraced by and bracing the sides of the depressed portion of said sill, said frame being positioned substantially within the plane of said sill.

24. In a car-frame, in combination, an upper side plate curved about one end of the frame and a plurality of converging arched roof-ribs secured to said side plate and extending inwardly therefrom.

In testimony whereof I affix my signature in presence of two witnesses.

WILLIAM R. MOKEEN, JR.

Witnesses:

EDGAR M. KITcHIN, CHARLES L. DUNDEY. 

